EP3183145A1 - Procédé de commande d'un dispositif de frein de service actionné par un dispositif de soupape de frein de service et dispositif de frein de service - Google Patents

Procédé de commande d'un dispositif de frein de service actionné par un dispositif de soupape de frein de service et dispositif de frein de service

Info

Publication number
EP3183145A1
EP3183145A1 EP15739553.4A EP15739553A EP3183145A1 EP 3183145 A1 EP3183145 A1 EP 3183145A1 EP 15739553 A EP15739553 A EP 15739553A EP 3183145 A1 EP3183145 A1 EP 3183145A1
Authority
EP
European Patent Office
Prior art keywords
service brake
brake
control
ecu
electropneumatic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15739553.4A
Other languages
German (de)
English (en)
Other versions
EP3183145B1 (fr
Inventor
Michael Herges
Falk Hecker
Frank Schwab
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3183145A1 publication Critical patent/EP3183145A1/fr
Application granted granted Critical
Publication of EP3183145B1 publication Critical patent/EP3183145B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/08—Brake cylinders other than ultimate actuators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle

Definitions

  • Service brake device as well as service brake device
  • the invention relates to a method for controlling an electropneumatic service brake device actuated by an electropneumatic service brake valve device, in particular an electronic brake system of a vehicle, according to the preamble of claim 1.
  • the invention relates to an electropneumatic service brake device, in particular an electronic brake system (EBS) of a vehicle, which has an electropneumatic service brake valve device and at least one electronic brake control device for controlling electropneumatic Radbremsaktuatoren, according to the preamble of claim 10.
  • EBS electronic brake system
  • the vehicle brake system can receive and implement the braking request electronically, even if there is a fault within the electronic control or electrical system. Therefore, a fault-tolerant brake control is needed, so that when a single fault occurs in the brake system, the core function, especially the service brake effect as well can be ensured without a driver (intervention) at least over a certain time until a safe system state is reached, for example, at least a stoppage of the vehicle or a parked state with permanently applied brakes.
  • EBS electronic brake systems
  • the electronic brake control is designed two or more circuits in the sense that each brake circuit operated only certain axes or wheels. In case of failure of the brake circuits thus only part of the possible braking effect can be generated by electronic means. If a brake circuit, for example during a heavy braking of an above-described, automatically controlled vehicle platoon (platoon) occur, a collision would be inevitable.
  • platoon automatically controlled vehicle platoon
  • the electronic brake control is designed completely redundant, ie all electronic system components are each at least twice available, as described for example in DE 10 320 608 A1.
  • the still intact system component completely take over the requested function.
  • a disadvantage of this system design is the relatively complex installation and the high component and system costs. As a result, such concepts are only partially suitable for series production. In addition, it must be ensured that no errors occur simultaneously in the redundant systems.
  • the object of the invention is to represent a fault-tolerant brake control in the most cost-effective manner possible.
  • the invention is based on a known from the prior art electro-pneumatic service brake valve device with, for example, two pneumatic channels, which control, for example, a Vorderachsbremsnik and a pneumatic Schuachsbremsnik, and an electrical channel, which controls a priority electric brake circuit, the two pneumatic brake circuits are used redundantly ,
  • Such electropneumatic service brake valves or foot brake modules are commonly used for electro-pneumatic service brake or electronic brake systems (EBS) to control a driver brake request for the electric service brake circuit and for the two pneumatic service brake circuits as an electrical signal or as pneumatic signals.
  • EBS electronic brake systems
  • Such electropneumatic service brake valve devices of the prior art have within their electrical service brake circuit at least one electronic control device which processes the signals generated by at least one service brake transmitter (eg potentiometer or non-contact sensor) due to actuation of the service brake actuator as electric driver brake request signals and controls to an interface via communicates a communication path, for example a data bus, with the electronic control device of the electropneumatic service brake device, so that it can do so on the basis of the electric driver brake request signals and, if necessary, after Adaptation, eg depending on the axle load, activates electropneumatic modulators, which then generate a corresponding brake pressure in the pneumatic brake actuators.
  • a communication path for example a data bus
  • the brake pressure generation in the pneumatic brake actuators eg pneumatic wheel brake
  • the pneumatic brake actuators eg pneumatic wheel brake
  • the at least one control piston of the service brake valve device is additionally loaded by a second actuation force in addition to the first actuation force in the presence of a brake request independent of the driver's request or by a second actuation force in parallel to the first actuation force acting in the same direction or in opposite directions on the at least one control piston and is generated independently of a driver's brake request on the basis of controlled by the electronic control device of the service brake valve device electrical signals.
  • the electronic control device of the electropneumatic service brake valve device is provided with means for generating a second actuation force independently of a driver brake request, which in the presence of a request independent of the driver request braking in relation to the first actuating force in parallel and in the same direction or in opposite directions acts on the at least one control piston.
  • the first actuating force generated as a function of a driver brake request always acts on the at least one control piston in the same direction, namely due to the actuation direction of the brake actuating member in the direction of opening the outlet seat of the double seat valve for ventilating the at least one service brake circuit, so that the terms "in the same direction” or "in the same direction” .
  • pneumatic service brake circuits corresponding brake pressures without intervention or influence of the driver are generated especially if a fault or failure of the electric brake circuit of the electropneumatic service brake device, in particular its electrical power supply was detected in the electronic brake control device or in its electropneumatic modulators.
  • a further electric service brake circuit is available, which is then controlled by the electronic control device of the service brake valve device.
  • an electropneumatic service brake valve device of the prior art their functionality advantageously in the sense of an automatic, without the driver's intervention caused brake control by their electronic control device is supplemented by control or regulating algorithms, by which then the second actuating force by means of a preferably additionally provided electrical, electro-hydraulic or electro-pneumatic actuator can be generated, which is controlled by the electronic control device of the foot brake module.
  • a service brake device provided with such a service brake valve device then reacts in the case of an automatic (foreign) actuation, as in the case of a driver brake request, for example with regard to the brake force distribution or the control of the trailer brakes.
  • the method according to the invention or the electropneumatic service brake device according to the invention is then suitable in particular for a (partially) autonomous driving of the vehicle within a vehicle convoy described above, since an automatically controlled braking still occurs via the at least one pneumatic service brake circuit when an error occurs in the electric service brake circuit is.
  • an additional at least partially electric service brake circuit is provided, the electrical portion extends to the actuator, which generates the second actuating force, are in relation to the at least one pneumatic service brake circuit differently constructed brake circuits, in which case reduces the risk is that then both brake circuits are set by an identical or similar error out of service.
  • the additional (partial) electric service brake circuit it is possible with the additional (partial) electric service brake circuit to control the maximum braking power available, since the at least one pneumatic service brake circuit of the full supply pressure can be used from a supply of compressed air.
  • existing electropneumatic service brake devices can be easily equipped with the invention by replacing the service brake valve device without a change in the electrical wiring or pneumatic piping on the vehicle must be made.
  • the driver can override the brake request caused by the second actuation force at any time by actuating the brake actuation element of the service brake valve device, because then the first actuation force based on the driver brake request is applied to the at least one control piston parallel to the second actuation force. which may be larger than the second actuating force and this is also contrary.
  • the invention also relates to a vehicle having an electropneumatic service brake device which includes at least one pneumatic service brake circuit and a service brake valve device described above.
  • the second actuating force may be generated electropneumatically, electro-hydraulically and / or electromechanically on the basis of the electrical signals controlled by the electronic control device of the service brake valve device.
  • Conceivable in this case are embodiments in which the second actuation force with the aid of an electropneumatic, electro-hydraulic or electromechanical actuator, such as, for example, a solenoid valve, Electric motor, etc. are generated, which then acts directly or indirectly on the at least one control piston of the service brake valve device.
  • the second actuating force is generated electro-pneumatically with the best possible use of the already existing conditions on the service brake valve device.
  • the second actuation force is pneumatically generated by means of an electro-pneumatic solenoid valve device controlled by an electronic control device in that a control pressure controlled by the electropneumatic solenoid valve device on a signal of the electronic control device of the service brake valve device acts directly or indirectly on the at least one control piston. This control pressure then generates the second actuating force on the at least one control piston.
  • the controlled by the electropneumatic solenoid valve control pressure is measured by means of a sensor and regulated by balancing with a setpoint in the electronic control device.
  • the sensor system, the solenoid valve device together with the electronic control device of the service brake valve device form a control pressure regulator.
  • the second actuating force acting on the at least one control piston, an actuating travel originating from the second actuating force of the at least one control piston of the service brake valve device and / or a variable generating the second actuating force, e.g. the above-mentioned pneumatic control pressure is measured as an actual variable and adjusted with a desired value in the sense of a control.
  • the accuracy of the brake pressure adjustment can be increased.
  • sensor means may be provided by which the second actuating force acting on the at least one control piston, one of the second actuating force hermolder actuation of the at least one control piston and / or the second actuating force generating variable is measured as the actual size, and regulating and adjusting means by which the actual size is compared with a desired size in the sense of a regulation.
  • the controlled by the electropneumatic solenoid valve device pneumatic control pressure is in particular in at least one control chamber, which is delimited by the at least one control piston of the service brake valve device, wherein the control chamber is arranged in the service brake valve device such that it in ventilation preferably in the same direction with respect to the first actuating force or opposing second actuating force causes the at least one control piston.
  • the driver's braking request represented by the first actuating force on the control piston is also overridden by generating a correspondingly large and counteracting second actuating force, for example, when the driver in a column drive described above with a small distance suddenly want to initiate full braking to the preceding and following vehicle, creating the risk of rear-end collision.
  • a first control chamber can furthermore be arranged in relation to the at least one control piston in such a way that a second actuating force, which acts in the same direction with respect to the first actuating force, is generated on the at least one control piston by aeration of the first control chamber.
  • a second control chamber is arranged such that by ventilation of the second control chamber, a second, with respect to the first actuating force opposite operating force is generated on the at least one control piston.
  • first control chamber by means of a first solenoid valve means or by means of a first control pressure regulator and the second control chamber, independently, by means of a second solenoid valve means or by means of a second control pressure regulator is ventilated or vented.
  • the at least one control piston may be a double piston with two pistons connected by a piston rod, of which a first piston defines the first control chamber and of which a second piston limits the second control chamber, the first control chamber and the second control chamber facing away from one another an inner wall of the service brake valve device border, which is penetrated by the piston rod sealing.
  • a brake pressure or brake control pressure is preferably generated for each pneumatic service brake circuit based on the second actuation force, and this brake pressure or brake control pressure is controlled in brake pressure lines drawn between the service brake valve device and the wheel brakes in order to connect wheel brake cylinders connected to these brake pressure lines vent or vent.
  • Such a second actuating force is particularly preferably generated when a fault or a failure of the electrical service brake circuit of the electropneumatic service brake device has been detected and when a brake request is present. From such an error or failure, in particular the electronic brake control device, at least one electropneumatic axle modulator or the electrical channel of the electropneumatic service brake valve may be affected. It is also conceivable a failure of the electrical power supply of the electrical service brake circuit.
  • a failure or failure of the electric service brake circuit is detected in particular in the context of self-monitoring by the electronic brake control device of the electropneumatic service brake device itself or in the context of external monitoring by the electronic control device of the electropneumatic service brake valve device.
  • external monitoring by an electronic control device of any third system. Since usually all or most electronic control devices of existing vehicle brake systems (electropneumatic service brake or electro-pneumatic parking brake) or vehicle systems communicate with each other via a vehicle data bus, such monitoring is easy to implement.
  • the electronic brake control device of the electropneumatic service brake device be supplied with electrical energy from a first electrical energy source which is then part of the electric service brake circuit and is independent of a second electrical energy source, which the electronic control device of the service brake valve device with electrical energy that controls the additional (partial) electric service brake circuit.
  • the additional (partial) electric service brake circuit also remains functional if the first electrical energy supply is affected by the failure or fault of the electric service brake circuit.
  • an independent and separate circuit or for the additional (partial) electrical service brake circuit and in particular for the electronic control device of the service brake valve device is formed.
  • This independent and dedicated circuit is then part of the electropneumatic service brake device.
  • this circuit can be assigned to another vehicle system, such as an electric steering device, an electropneumatic air suspension device or, in the case of hybrid or electrically driven vehicles, by the electrical drive circuit.
  • the second electrical energy source assigned to this circuit can be represented, for example, by a separate battery, (double-layer) capacitors, a further energy store or also a separate power-generating device (eg compressed-air-operated generator). Since the necessary operating time in case of failure of the electric service brake circuit is limited to that a safe state is reached, a relatively small second energy source is sufficient.
  • the second energy source is preferably monitored for charge capacity and operability (SOC, SOH, periodic charge / discharge).
  • SOC charge capacity and operability
  • SOH periodic charge / discharge
  • the electronic control device of the service brake valve device can have an interface, by which signals can be controlled, on the basis of which the electronic control device of the service brake valve device forms electrical signals for generating the second actuating force.
  • the brake control device of the electropneumatic service brake device can be connected via an electrical communication path, in particular via a data bus to the interface of the electronic control device of the service brake valve device to a signal detected by self-monitoring or external monitoring of the electric service brake defect in this electric service brake circuit signal representing the control device of the service brake valve device then, in the presence of a request independent of the driver request brake this can then control electrical signals for generating the second operating force.
  • 1 a is a schematic cross-sectional view of a
  • Service brake valve device of an electro-pneumatic service brake device of a vehicle according to a preferred
  • Embodiment of the invention in a "driving" position
  • 1 b is a schematic cross-sectional view of a
  • Service brake valve device of an electro-pneumatic service brake device of a vehicle in a position "driving"
  • FIG. 2a shows the service brake valve device of Figure 1a in a position "driver braking without automatic braking"
  • FIG. 2a shows the service brake valve device of Fig. 2a in a position "driver braking without automatic braking”
  • FIG. 3a shows the service brake valve device of Fig. 1a in a position "automatic braking without driver braking”;
  • FIG. 3b shows the service brake valve device of FIG. 1b in a position "automatic braking without driver braking"
  • FIG. 4a shows the service brake valve device of FIG. 1a in a position "automatic braking and driver braking"
  • FIG. 4 b shows the service brake valve device of FIG. 1 b in a position "automatic braking and driver braking"
  • 5 shows a schematic cross-sectional illustration of a service brake valve device of an electro-pneumatic service brake device of a vehicle according to a further embodiment of the invention in a position "holding back a driver's brake”;
  • FIG. 6 is a schematic cross-sectional view of a service brake valve device of an electro-pneumatic service brake device of a vehicle according to a further embodiment of the invention.
  • FIG. 7 is a schematic cross-sectional view of a service brake valve device of an electro-pneumatic service brake device of a vehicle according to a further embodiment of the invention.
  • FIG. 10 shows a schematic circuit diagram of a preferred embodiment of an electropneumatic service brake device according to FIG.
  • FIG. 1 a shows a schematic cross-sectional view of a service brake valve device 1 of an electro-pneumatic service brake device of a vehicle according to a preferred embodiment of the invention in a "drive" position.
  • the service brake valve device 1 has for illustrative simplification reasons only a pneumatic service brake circuit or a pneumatic channel 132 or 134, but has in reality preferably two pneumatic service brake circuits or two pneumatic channels 132, 134 (see Fig.10).
  • an electric service brake circuit or an electrical channel 130 with a here, for example, non-contact transducer or brake value sensor 67 for measuring the actuation path of a service brake actuator 10 may be present.
  • an electro-pneumatic service brake valve device 1 is also referred to as a so-called.
  • the service brake valve device 1 is also referred to as a so-called.
  • the service brake valve device 1 is also referred to as a so-called.
  • the service brake valve device 1 is also referred to as a so-
  • the service brake valve device 1 is preferably used in the electropneumatic service brake device 124 according to FIG. 10, which represents an electronic brake system (EBS) with brake pressure control, in each case in two subordinate pneumatic (backup) service brake circuits each have a pneumatic backup brake control pressure and on the other hand in a priority electrical Service brake circuit dependent on a brake request electrical signal in an electronic service brake control unit EBS-ECU and from there, possibly adjusted or corrected to control in downstream electropneumatic pressure control modules 1 14, 1 16, which is dependent on these electrical, desired brake pressures representing signals a corresponding actual -Bremstik to wheel brake cylinder 1 18, 120 of the respective associated axle (front axle, rear axle) austitin.
  • EBS electronic brake system
  • backup backup
  • Such electropneumatic pressure control modules 14, 16 are well known and include, in addition to a backup solenoid valve which retains the associated backup brake control pressure with the electro-pneumatic brake circuit intact, an inlet-outlet solenoid combination, which is output connected to a relay valve.
  • a pressure control module 1 14, 1 16 a local electronic control unit and a pressure sensor for measuring the actual controlled by the relay valve Integrated brake pressure. The measured by the pressure sensor actual brake pressure is then adjusted with a by the from the electrical channel of the service brake valve device in the pressure control module 1 14, 1 16 controlled signal representative setpoint brake pressure in terms of pressure control.
  • the service brake valve device 1 is provided in order to control the electric service brake circuit as well as at least one pneumatic service brake circuit (backup brake circuit) of such an electronic brake system (EBS).
  • EBS electronic brake system
  • the service brake valve device 1 has a housing 2, in which a plunger piston 4 is received axially movable with a protruding through a cover opening of a housing cover plunger receptacle 6.
  • a plunger 8 In the plunger seat 6 protrudes a plunger 8 from above, which is connected to a service brake actuator 10 in the form of a supplementbremsplatte. Therefore, when the driver operates the foot brake plate 10, the plunger 8 pushes into the plunger seat 6, and the plunger 4 is moved downward by the operation force in FIG.
  • the plunger piston 4 transmits the actuating force to a likewise axially movably mounted in the housing 2 control piston 12 preferably via a plunger compression spring 14.
  • the control piston 12 is preferably a double piston with two connected by a piston rod 16 piston, of which a first piston 18, a first control chamber 22 and of which a second piston 20 defines a second control chamber 24.
  • the first control chamber 22 and the second control chamber 24 adjoin surfaces facing away from one another here transverse to the axial direction arranged inner wall 26 of the housing 2, which is penetrated by a sealing opening of the piston rod 16 sealing.
  • a ring seal 28 is provided in the passage opening.
  • at least one of the two pistons 18, 20 of the control piston 12 at its radially outer peripheral surface opposite to a Piston sliding surface serving radially inner peripheral surface of the housing 2 sealed by a suitable sliding seal 30.
  • the piston rod 16 of the control piston 12 has at its end facing away from the service brake actuator 10 end an outlet seat 32 of a double seat valve 34 which seals against a housing 2 axially movably mounted, cup-shaped and hollow valve body 36 of the double seat valve 34 or lifted from this, a flow cross section between a working chamber 38 and a head-side passage opening in the valve body 36 releases, which leads to a vent port 40.
  • the working chamber 38 communicates with a connection 42 for a pneumatic service brake circuit, to which a to an electropneumatic pressure control module 1 14, 166 of an axis (front axle, rear axle) leading pressure line 44 or 45 is connected (Fig.10).
  • a backup solenoid valve is integrated, which closes the guided in the pressure line 44, 45 pressure with intact electric service brake circuit against the pressure control module 1 14, 1 16 connected wheel brake cylinder 1 18 and 120 and defective electrical service brake circuit passes.
  • it is designed, for example, as a 2/2-way solenoid valve with normally open spring-loaded open position and energized locking position.
  • the second piston 18 of the control piston 12 is biased by a preferably supported on the inner wall 26, disposed in the second control chamber 24 control piston compression spring 46 in the position in which the outlet seat 32 is lifted from the valve body 36 and thereby the wheel brake cylinders are vented ,
  • This position of the control piston 12 therefore corresponds to the position "driving" of the service brake valve device 1 shown in FIG.
  • the second control chamber 24 is in the embodiment of Figure 1 only at atmospheric pressure, a connection not shown here is to this, in order to prevent movements of the control piston 12 no compression or to generate expansion-related forces on the control piston 12 in the second control chamber 24.
  • the first control chamber 22 is connected to a connection 48 to which an output connection 50 of a first solenoid valve device 52 is connected, which is connected at its input connection 54 to a supply pressure line 56 connected to a compressed air supply. Furthermore, a supply connection 58 is present at the service brake valve device 1, to which also the supply pressure line 56 is connected and which is in communication with a storage chamber 60.
  • the valve body 36 is urged against an inlet seat 64 of the double-seat valve 34 by means of a valve body compression spring 62 supported on the bottom of the housing 2 and on the interior of the valve body 36, which is formed on a radially inner edge of a central through-bore of a further inner wall 66 of the housing 2.
  • FIG. 1 a the position "driving" of the service brake valve device 1 is shown in FIG. 1 a, in which the outlet seat 32 is lifted off the valve body 36 and the connection 42 for the service brake circuit and thus also its wheel brake cylinder are connected to the ventilation port 40 the active pneumatic wheel brake cylinders of this brake circuit are released.
  • the first solenoid valve device 52 of which some embodiments are shown in Fig.9a to Fig.9b, allows a ventilation of the first control chamber 22 and is controlled by an electronic control device FBM-ECU, which will be described later in more detail.
  • two redundant, preferably arranged axially one behind the other and preferably non-contact displacement sensors 67 are arranged in the axial region of the plunger 4 to measure the actuation path or the degree of actuation, which is proportional to the actuation path or degree of actuation of the service brake actuator 10.
  • the signals of these displacement sensors 67 are used, for example, in the electrical channel of the service brake valve device 1 and are controlled in the electronic control device FBM-ECU, which processes these signals and thereby, for example. data bus capable and via an interface 13 into a data communication line 122, e.g. activates a data bus to which the electronic service brake control unit EBS-ECU is connected.
  • the first control chamber is formed between the plunger piston 4 and the surface of the only piston 18 of the control piston 12 facing it.
  • a second control chamber 24 is not necessary, so that it is possible to dispense with an inner wall 26.
  • the connection 48 opens on the housing 2 into the first control chamber 22.
  • control piston 12 is connected via a plunger piston rod 5 with the plunger piston 4 in mechanical operative connection, wherein the plunger piston rod 5 is connected to the plunger 4 and can strike axially in a designed as a cup-shaped sleeve end 7 of the control piston 12 when the plunger rod 5 to the bottom of the Sleeve 7 has reached, if z. B. the plunger 4 is moved to the control piston 12 as a result of actuation of the service brake actuator.
  • the plunger piston rod 5 can slide in the sleeve 7 when the plunger piston 4 is moved away from the control piston 12. Otherwise, this embodiment is constructed as in Fig.1 a. If, according to FIG.
  • the driver actuates the service brake actuating element 10 of the service brake valve device 1 according to FIG. 1a, which corresponds to a driver brake request, then the plunger piston 4 is displaced downwards, the actuating force being transmitted to the control piston 12 via the plunger compression spring 14 , which is then also moved down until the outlet seat 32 seals against the valve body 36 and thus closes the connection between the terminal 42 for the service brake circuit and the vent port 40, so that no further ventilation of the associated wheel brake cylinder can be done more.
  • the first solenoid valve device 52 is controlled by the electronic control device FBM-ECU in the venting position, in which the first control chamber 22 communicates with the atmosphere, to avoid pressure effects due to the expansion of the first control chamber 22 arise.
  • valve body 36 Upon further actuation of the service brake actuator 10 in response to the driver's brake request, the valve body 36 is then urged downward with the exhaust seat 32 abutting it from the inlet seat 64.
  • the further functionality is already described above in the comments on Fig.2a.
  • the first control chamber 22 is arranged in the service brake valve device 1 with respect to the control piston 12 such that by aerating the first control chamber 22, a second actuation force in the same direction with respect to the first actuation force initiated by a pure driver braking is generated on the control piston 12. Venting of the first control chamber 22 then leads to a reduction of the second actuating force to a minimum of zero.
  • 3a shows the situation in which, without the present driver brake request, the first control chamber 22 is subjected to a pneumatic control pressure, which is controlled by the first solenoid valve device 52 placed in the aeration position by means of the electronic control device FBM-ECU.
  • the electronic control device FBM-ECU controls the first solenoid valve device 52 accordingly.
  • Figure 3a then acts from the pneumatic control pressure resulting second actuating force from above on the first piston 18 of the control piston 12, thus in the same direction and parallel with respect to an imaginary first actuating force, by an operation of the brake actuator 10 also from above, ie would act in the same direction on the control piston 12.
  • this first actuating force is only intended to provide a reference for the direction of action of the second actuating force.
  • This second actuating force then urges the control piston 12 in Fig.3a down to one hand, the exhaust seat 32 to urge sealing against the valve body 36 and on the other hand the valve body 36 to lift off the inlet seat 64, so that compressed air from the supply pressure line 56 into the working chamber 38 and There it can flow into the relevant pneumatic service brake circuit, there to the wheel brakes 1 18 and 120 zuzuspannen.
  • a defined second operating force on the second control piston 12 which in turn results in a corresponding braking force, so that the setting of any braking force between the value zero and one of the Supply pressure in the supply pressure line 56 and 57 resulting maximum braking force is possible.
  • the first control chamber 22 is subjected to a pneumatic control pressure without the driver brake request according to FIG. 3b, the same is also actuated by the electronic control device FBM-ECU in the aeration position Asked first solenoid valve device 52 is controlled.
  • the then prevailing in the first control chamber 22 control pressure acts on the limiting plunger piston 4 and thus back to the service brake actuator 10, which the driver can feel on his foot when he touches the service brake actuator 10 (pedal reaction). This allows the driver to feel an initiation of automatic braking on the foot.
  • the functionality is as described for Fig.3a above.
  • the control pressure for the first control chamber 22 controlled by the first solenoid valve device 52 may be subjected to pressure regulation.
  • the actual control pressure at the output port 50 is measured with a pressure sensor and adjusted by the electronic control device FBM-ECU against a predetermined target control pressure by a corresponding control of the first solenoid valve device 52.
  • the first solenoid valve device 52 then forms, together with the pressure sensor and the electronic control unit ECU, a first pressure regulator for the control pressure in the first control chamber 22.
  • FIG. 5 shows a further embodiment of a service brake valve device 1, in which the second control chamber 24 by means of its own, second solenoid valve device 68 can be ventilated or vented.
  • This second solenoid valve device 68 communicates with its output port 70 with a port 72 of the Radioactive Material in connection, which in the second control chamber 24 leads.
  • the second control chamber 24 is arranged with respect to the control piston 12 such that by aerating the second control chamber 12, a second, opposite in relation to the first actuating force actuating force is generated on the control piston 12.
  • the second solenoid valve device 68 With its input port 74, the second solenoid valve device 68 is also connected to the supply pressure line 56 and in turn is controlled by the electronic control device ECU.
  • FIGS. 9 to 9 c Examples of embodiments of such a second solenoid valve device 68 are shown in FIGS. 9 to 9 c, the second solenoid valve device 68 preferably being constructed identically to the first solenoid valve device 52. Furthermore, the second solenoid valve device 68, possibly together with an associated pressure sensor, likewise forms part of the service brake valve device 1.
  • the second piston 20 also carries, for example, a sliding seal 30 at its radially outer peripheral surface.
  • a second actuation force can be exerted on the control piston 12, which in relation to the first actuation force continues to act in parallel, but in opposite directions.
  • the first control chamber 22 and the second control chamber 24 can each be independently ventilated or vented. This includes a state in which both control chambers 22, 24 are ventilated simultaneously and thereby counteracting second actuating forces are generated on the control piston 12, which in practice rather not in demand.
  • two solenoid valve devices 52, 68 are present, for example, according to FIGS. 9a to 9c, in each of which a control of the respectively controlled control pressure takes place.
  • a service brake valve device 1 of Figure 6 differs from Figure 5 in that for controlling the pressures in the first control chamber 22 and in the second control chamber 24, a single solenoid valve device 76 as shown for example in Fig.9a to Fig.9c and In addition, a 4/2-way solenoid valve 78 is used.
  • the solenoid valve device 76 is in turn connected via its input port 80 to the supply pressure line 56 and, like the 4/2-way solenoid valve 78 is controlled by the electronic control unit ECU as described in the preceding embodiments.
  • the 4/2-way solenoid valve 78 has four ports and two symbolized by the Roman letters switch positions I and II, wherein a first port 82 to the output port 84 of the solenoid valve 76, a second port 86 with a pressure sink (vent), a third Port 88 communicates with the first control chamber 22 and a fourth port 90 communicates with the second control chamber 24.
  • the 4/2-way solenoid valve 78 connects the first control chamber 22 at the third port 88 to the output port 84 of the solenoid valve device 76 at the first port 82, which then connects to it Solenoid valve means 76 is applied control pressure to generate a second actuating force for the control piston 12, which is in the same direction and in parallel with respect to a first operating force, which would or would stem from a driver's brake request.
  • the control pressure controlled by the solenoid valve device 76 is regulated.
  • the second control chamber 24 connected to the fourth port 90 with the pressure sink at the second Port 86 so that the downward movement of the control piston 12 is not hindered by compression in the second control chamber 24.
  • both cases namely loading or venting of the first control chamber 22 or venting or venting of the second control chamber 24 can be realized.
  • both cases namely loading or venting of the first control chamber 22 or venting or venting of the second control chamber 24 can be realized.
  • Solenoid valve 78 is selectively controlled in the first control chamber 22 or in the second control chamber 24. Therefore, the embodiment of Figure 6 also includes a pressure regulator with solenoid valve 76, electronic control unit ECU for actual-target adjustment and with a pressure sensor, not shown there for measuring the actual control pressure.
  • the target control pressure specification takes place in all cases depending on driving conditions and is triggered, for example, by a driver assistance system.
  • the first control chamber 22 no longer adjoins the Control piston 12 which directly actuates the double seat valve 34. Rather, the first control chamber 22 is bounded by the housing 2 and the plunger piston 4, which, as it also indirectly actuates or controls the double seat valve 34, also represents a control piston of the service brake valve device 1.
  • the first control chamber 22 is arranged such that its ventilation causes a second actuation force on the plunger piston 4, which is transmitted via the plunger piston compression spring 14 to the control piston 12 and from there to the double seat valve 34.
  • the function of the service brake valve device 1 then presents itself as in the embodiments described above.
  • FIG. 8 represents a further development of the embodiment of FIG.
  • the plunger piston 4 is then designed, for example, as a double piston, comparable to the control piston of Figure 1, wherein a two pistons 92, 94 connecting piston rod 96 an inner wall 98 of the housing 2 sealingly penetrates and between a first piston 92 and this inner wall 98, the first control chamber 22 and a second piston 94 and the inner wall 98, the second control chamber 24 is formed.
  • the plunger piston 4 is in turn a control piston which actuates the double seat valve 34 (indirectly) and the function of the service brake valve device 1 is as in the embodiments described above.
  • FIGS. 9a to 9c show examples of solenoid valve devices 52a, 52b, 52c and control pressure regulator 52a, 52b, 52c, respectively, as they control the pneumatic control pressure for the first control chamber 22 and the second control chamber 24 in the preceding embodiments . regulate.
  • the electronic control unit ECU have an input port 54a, 54b, 54c, which is connected via the supply pressure line 56 to the compressed air reservoir, and an output port 50a, 50b, 50c, each with the first control chamber 22 or with the second control chamber 24 in connection or is brought into connection.
  • all embodiments have a vent 100a, 100b, 100c and a pressure sensor 102a, 102b, 102c for measuring the actual control pressure at the output terminal 50a, 50b, 50c, so that in conjunction with corresponding algorithms in the electronic control unit ECU, which the Output terminal 50a, 50b, 50c pending actual control pressure signal is reported, a pressure control of the controlled control pressure is possible or is carried out.
  • a proportional valve 104a ensures a control pressure (proportional) in accordance with the electrical control signal at the outlet connection 50a, ventilation and venting likewise being possible.
  • an inlet / outlet valve combination of two 2/2-way solenoid valves 106b, 108b is provided, wherein the inlet valve 106b directly connected to the input port 54b opens closed and energized open and the exhaust valve 108b is opened and energized without being energized closed is.
  • a 3/2-way solenoid valve 1 10c used as a ventilation valve with a ventilation position and a vent position in combination with a 2/2-way solenoid valve 1 12c as a holding valve, which in its blocking position holds the pressure at the output port 50c.
  • a solenoid valve device 52a, 52b, 52c can be used in any of the embodiments described above in combination with the pressure sensor 102 as a control pressure regulator, the electronic control device ECU to control the output at the output 50a, 50b, 50c pending control pressure.
  • FIG. 10 shows a schematic circuit diagram of a preferred embodiment of an electropneumatic service brake device 124 of a towing vehicle suitable for coupling a trailer according to the invention with a service brake valve device 1 described above.
  • the service brake valve device 1 according to FIG. 1 a is used there, there for example an electric service brake circuit and two pneumatic service brake circuits being present there.
  • the electronic brake control device EBS-ECU of the electropneumatic service brake device is powered by a first electrical energy source 126 with electrical energy that is part of the electric service brake circuit and independent of a second electrical energy source 128, which, for example, only the electronic control device FBM-ECU the service brake valve device 1 with supplied electrical energy.
  • the electrical service brake circuit electrical circuit 130, the front axle pneumatic service air brake circuit 132, and the rear axle pneumatic brake circuit 134 can be seen for the rear axle pneumatic service brake circuit.
  • the rear axle associated pressure control module 1 16 is for example a 2-channel pressure control module, on the front axle is in contrast a 1 -channel pressure control module 1 14 installed, which are integrated via brake pressure lines, in the ABS pressure control valves 138, with the wheel brake cylinders 1 to 18 the front axle is in communication.
  • ABS pressure control valves are in the case actuated by undue brake slip of the electronic brake control device EBS-ECU in a known manner to adjust the brake slip on the wheels of the front axle to a permissible brake slip.
  • the brake slip control on the wheels of the rear axle by means of the local 2-channel pressure control module 1 16, which is connected via brake pressure lines 137 to the associated wheel brake cylinders.
  • each have their own compressed air reservoir 140, 142 are provided, each connected via a supply pressure line 56, 57 on the one hand to the respective pneumatic channel 132, 134 of the service brake valve and on the other hand to the pressure control modules 1 14, 1 16 are.
  • the pressure control modules 1 14, 1 16 include an inlet / outlet valve combination and a pneumatically actuated by this relay valve, each depending on a control by the electronic brake control device EBS-ECU from the reservoir pressure in each case a brake pressure modulated and in the brake pressure lines 136, is controlled.
  • the pressure associated with the pneumatic Vorderachsbrems Vietnamese pressure line 44 is a well-known trailer control module TCM redundant compressed air controlled, which is also prioritized electrically controlled by the electronic brake control device EBS-ECU.
  • the trailer control module TCM is also compressed air supplied from one of the compressed air supplies 140 or 142 by means of the compressed air supply line 56 or 57, which is not shown in Fig.10.
  • On the output side is the trailer control module TCM with a coupling head "brake” 148 and a coupling head "supply” 150 in conjunction to control the trailer brakes in a known manner.
  • pressure control modules 1 14, 1 16, the trailer control module TCM and the ABS pressure control valves are each connected by means of an electrical control line 152 to the electronic brake control device EBS-ECU.
  • z. B integrated electronic control device FBM-ECU and the first solenoid valve device 52b, which contains, for example, according to Fig.9b an inlet / outlet valve combination 106b, 108b and a pressure sensor 102b.
  • these components are housed for example in a separate housing, which is flanged to the housing of the service brake valve device 1.
  • the redundant existing brake value transmitter 67 are visible.
  • the electronic control device FBM-ECU includes two redundant, mutually-supervising microprocessors 154a, 154b.
  • the electronic brake control device EBS-ECU has two redundant microprocessors 156a, 156b. Wheel speed sensors on the wheels also report the respective wheel speed to the local control units in the Druckregelmoduln 1 14, 1 16, which then loop them to the electronic brake control unit EBS-ECU.
  • a brake request electric signal is generated by means of the brake value sensor 67 and controlled in the electronic control device FBM-ECU the service brake valve device 1, where these signals processed and in a driver brake request by operating the service brake actuator 10 be initiated via the data bus 122 in the electronic brake control device EBS-ECU.
  • the signals through higher functions such. B. load-dependent braking force control (ALB), differential slip control, etc. corrected and then from there each a target brake pressure signal representing the pressure control modules 1 14, 166 and TCM controlled where by a corresponding actuation of each existing there inlet / Auslassventilkombinationen the supply pressure modulated a corresponding brake pressure and in the wheel brake cylinder 1 18, 120 is passed to clamp this accordingly.
  • ALB load-dependent braking force control
  • TCM differential slip control
  • the actual brake pressure is measured and adjusted by comparison with the target brake pressure, which is present as this signal representative in the local control units, in the sense of a brake pressure control.
  • the above processes therefore take place in the priority electric service brake circuit.
  • a fault or defect occurs in the priority electric service brake circuit, be it that the first power source 126, the electronic brake control unit EBS-ECU or one of the local control units in the modules 1 14, 16, TCM fails, then those in these modules will switch integrated backup solenoid valves now energized in their passage position, whereby the pending in the pressure lines 44, 45 brake pressures through the modules 1 14, 1 16, TCM passed through the wheel brake cylinder 1 18, 120 or to the coupling head "brake" to in the towing vehicle or in the trailer, the wheel brakes zuzuspannen Brakes in case of a defect in the electric service brake circuit so far only by the driver and then only be operated purely pneumatically.
  • the electronic control device FBM-ECU of the electropneumatic service brake valve device 1 is designed so that, when a fault or failure of the priority electric service brake circuit of the electropneumatic service brake device has been detected and if there is a brake request, it drives the first solenoid valve device 52b, as described above, to generate a second actuating force on the control piston 12, which is also able to lift the valve body 36 from the inlet seat 64, without the driver's brake request, around the pressure lines 44, 45 leading to the modules 1 14, 16, TCM with a pressure corresponding to the second actuating force To ventilate brake pressure.
  • Service brake device 124 itself or as part of a third party monitoring detected by the electronic control device FBM-ECU of the electropneumatic service brake valve device 1. However, it is also conceivable external monitoring by an electronic control device of any third system.
  • the communication preferably takes place via the data bus 122. Since the electronic control device FBM-ECU of the service brake valve device 1 is supplied with power by the second energy source 128 independent of the first energy source 126, this functionality is also not prevented by a failure of the first energy source 126.
  • the second electrical energy source can be represented, for example, by a separate battery, (double-layer) capacitors, a further energy store or else a separate power-generating device (eg compressed-air-operated generator).
  • the second energy source is preferably monitored for charge capacity and operability (SOC, SOH, periodic charge / discharge). This can be done for example by means of the electronic brake control device EBS-ECU of the electropneumatic service brake device 124, the electronic control device FBM-ECU of the service brake valve device 1 or by another system such as the battery monitoring a hybrid drive control of the vehicle.
  • the braking request can originate from any system of the vehicle, for example also from a vehicle sequence control (ACC, Adaptive Cruise Control), by which the distance or the relative speed to a vehicle in front is kept constant. Then, the functionality of such an ACC system can be maintained even when the electric service brake circuit of the service brake device 124 has failed.
  • ACC Adaptive Cruise Control
  • the automatically generated brake request or the automatically generated brake request signal is then controlled as an electrical signal via the interface 13 in the control device FBM-ECU of the service brake valve device 1 to generate the second actuation force on the control piston 12. Since this interface 13 is preferably connected to a data bus or to a communication line 122, via which not only the communication with the electronic control device EBS-ECU of the service brake device 124 but also with electronic control devices of a number of other electronic vehicle systems, which in particular at least one Driver assistance system such as ACC, the brake request signal can be generated automatically by any driver assistance system of the towing vehicle. In the embodiments of FIGS.
  • a driver brake request can be mitigated or at least partially overridden, which may be necessary in individual cases.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un procédé de commande d'un dispositif de soupape de frein de service électropneumatique (124) actionné par un dispositif de soupape de frein de service (1), en particulier d'un système de freinage électronique (EBS) d'un véhicule. Le dispositif de soupape de frein de service électropneumatique (1) comprend un organe d'actionnement de frein de service (10) et, à l'intérieur d'au moins un circuit de freinage de service électrique du dispositif de frein de service (124) électropneumatique, au moins un canal électrique (130) présentant au moins un capteur de valeur de freinage électrique (67) qui peut être actionné par l'organe d'actionnement (10) du frein de service sur la base d'une demande de freinage du conducteur et qui permet de commander, en fonction de l'actionnement, des signaux d'actionnement, ledit canal présentant également au moins un dispositif de commande électronique (FBM-ECU) recevant les signaux d'actionnement. Le dispositif de soupape de frein de service électropneumatique comprend également, à l'intérieur d'au moins un circuit de freinage de service pneumatique du dispositif de frein de service électropneumatique (124), au moins un canal pneumatique (132, 134), avec lequel, à la suite de l'actionnement de l'organe d'actionnement (10) du frein de service, sur la base d'une demande de freinage du conducteur, au moins un piston de commande (4, 12) du dispositif de soupape de frein de service (1) est soumis à l'effet d'une première force d'actionnement, et le piston de commande (4; 12) commande directement ou indirectement au moins une soupape à double siège (34) contenant un siège d'entrée (64) et un siège de sortie (32), du dispositif de soupape de frein de service (1), afin de produire une pression de freinage pneumatique ou une pression de commande de freinage pour les actionneurs pneumatiques (118, 120) du frein de roue. Selon l'invention, le ou les pistons de commande (4; 12) du dispositif de soupape de frein de service (1), en présence d'une demande de freinage indépendante du souhait du conducteur, en plus d'être sollicités par la première force d'actionnement, sont sollicités par une deuxième force d'actionnement ou, au lieu de la première force d'actionnement, par une deuxième force d'actionnement, laquelle agit par rapport à la première force d'actionnement parallèlement et dans le même sens ou en sens inverse sur le ou les pistons de commande (4; 12) et est produite indépendamment d'une demande de freinage du conducteur sur la base de signaux électriques commandés par le dispositif de commande électronique (FBM-ECU) du dispositif de soupape de frein de service (1).
EP15739553.4A 2014-08-22 2015-07-15 Procédé de commande d'un dispositif de frein de service actionné par un dispositif de soupape de frein de service et dispositif de frein de service Active EP3183145B1 (fr)

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DE102014112015.9A DE102014112015A1 (de) 2014-08-22 2014-08-22 Verfahren zum Steuern einer durch eine Betriebsbremsventileinrichtung betätigten Betriebsbremseinrichtung sowie Betriebsbremseinrichtung
PCT/EP2015/066092 WO2016026615A1 (fr) 2014-08-22 2015-07-15 Procédé de commande d'un dispositif de frein de service actionné par un dispositif de soupape de frein de service et dispositif de frein de service

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CN106573603A (zh) 2017-04-19
EP3183145B1 (fr) 2020-09-30
CN106573603B (zh) 2020-06-26
DE102014112015A1 (de) 2016-02-25
WO2016026615A9 (fr) 2016-09-09

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